Railroad-frog



R. E. KEOUGH.

RAILROAD FROG.

- APPLICATION FILED JULY 21,1920.

1,389J 1 44 Patented Aug. 30,1921.

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.UNITED STATES;

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To all wzomz't mag/concern.:

Be it. known that I', ROBERT. E. KEoUGI-I, of the city of Montreal, VProvince of Quebec, Dominion of Canadaya'subject of the King of Grreat Britain, have invented certain new and .useful Improvements in ARailroad- Frogs; and I dol hereby declare that the following is :a fullfclear, and exact descrip' tion thereof. l A

' Myinvention relates to frogs for all manner of switches and of crossings where frogs are required', its application being universal.

The invention has for its object to obtain more bearing surface for the wheel opposite the point of thefrogfand afrog having a greater throat with smal-ler channel.

To this end the invention consists of a railway frog comprising a point and wingrails, each of the latter being bent to pre sent an inwardly offset portion, thus presenting channels of minimum width at each side oi? the point. More specifically stated the invention consists of a frog the wingrails of which are bent to present Vknees forming a greater throat portion between such wing-rails and expanding from the knees toward the point in order to present an inwardly offset wheelsupporting portion and a channel having a gradual taper extending beyond the point of theV frog, the

wine' rails havin also Jortions runnin(r ar-V .e g es allel to the sides of the point and the inner portions of these wing rails are bent to incline outwardly away from the point.V Another eature of the invention consists in forming each of the wing rails with a rise opposite the point, `or -in cases where the frog is built up and notcast the point is lowered. The ideain connection with the cast feature is to prevent the wheels striking the point and breaking it down due to the taper of the M.' C. B. car-wheel tread. Consequently I aim to compensate for the taper of the wheel by a difference in level between Specification oflfietters Patent. Patented" ll`11g' ;,r3(),` V1921. i I `.nipuca'ifm meaniiy 21, 1920. serial No. 398,032. i

Fig. 7 being a sectional view in line 7 7 l Fig. 6; and

Fig. S a longitudinal sectional'view taken online 8 8 Fig. 6. V

The rails the juncture of which form the point inl thebuilt-up frog are indicated at b and c and thepoint at d. The point-rails are laid in the usual way and the wing-rails have particular form imparted to them for the purpose of the invention. These wingW rails are the same in all respects excepting that one is a right hand and the other a left hand rail. Each wing is bent to present three obtuse anglesor knees e, f and g, one leg` 7L of which lies parallel to the adjacent side of the point and is spaced comparatively close to this side of the point, sufiicient space (indicated Vat i) and no.- more being left to present a channel to accommodate the wheel-iiange. The leg y' of each Wing-rail presents what is known as the guard side of the wing-rail and extends from the throat of the frog to a point adjacent the frogl point where it joins theV leg it, its angular relation withthe latter not being very marked. This presents the guards in the locations necessary to accommodate wheels having flanges stipulated by M. C. B. specifications. The knee g is located a greater distance from the apex of the point than has been the practice in the past, in other words these knees are located nearer the toe of the frog, the effect being that a greater throat with narrower channel is produced. This particular location of the knee g reduces its angle and practically eliminates the side thrust, the wheels entering the channel also called Harige-Wag of the frog through the throat. The legs le of these wing-rails lie in obtuse angular relation with the legs j and are spaced to meet the other rails of the switch in the usual way.

In order to demonstrate more clearly thel frog as heretofore employed in dotted lines in conjunction with my improved frog.

The advantage of my frog over those heretofore used is that more bearing for the tread of the wheel is provided in the vital part of the frog and the point which suffers most and heretofore has carried the wheels almost entirely, is relieved. rlhis is owing to the fact that minimum distance to accommodate the flanges of the standard M. C. B. wheels is provided between the point and the leg 71, of the wing-rails, the particular angular relation of the leg j to this leg h being such that the nearer approach of the throat to the toe of the frog, presents as above mentioned a greater throat with which the narrow channel communicates by an entrance tapered from the throat to the channel. t

lVhat I claim is as follows:

l. A railway frog comprising a point and wing-rails each presenting a legextending fromthe throat of the frog to within close proximity of the point and lying at an angle to a side of the point and a contiguous leg lying parallel to such side of the point presenting a relatively great throat and diminished channel for the purpose of relieving the point. i

2. 'In aV railway frog the `combination with a point, of wing-rails each bent to produce three obtuse angles or knees and legs between the knees and extending toward the toe and heel of the frog, one of such Nlegs exltendingfrom a `point inward from the apex tively to the side of the point of the frog.

In testimony whereof I4 have signed my name to this specification in the presence of two witnesses. Y'

ROBERT EMMET KEOUGH. 

